Device For Modifying The Amount Of Fuel Combusted For An Electronically Fuel Injected Combustion Engine

ABSTRACT

A device that enables gasoline internal combustion engines to efficiently use fuel with higher ethanol content. The device measures various data such as ethanol content, RPM, temperature, intake air pressure, mass airflow, exhaust gas, crank sensor, among other data, to determine to an ideal enrichment pulse duration to apply to the fuel injector.

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable

REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTINGCOMPACT DISC APPENDIX

Not Applicable

BACKGROUND OF THE INVENTION

The present invention is related to a device for modifying the amount offuel combusted for an electronically fuel injected combustion engine.The present invention is further related to enabling a user to alter theoperation of the device to allow modification of the amount of combustedfuel to achieve a desired engine operation characteristics. The presentinvention is further related to enabling a user to monitor the operationof the device and of the engine with the modified amount of combustedfuel.

BRIEF SUMMARY OF THE INVENTION

In an embodiment of the present invention, a device for modifying anamount of fuel combusted for an electronically fuel injected gasolinecombustion engine comprises a control unit, a wiring harness, a fuelethanol sensor, an ECU-fuel injector connector, and a plurality ofengine sensor connectors. The ECU-fuel injector connector comprises anECU connector and a fuel injector connector. The control unit is incommunication with the fuel ethanol sensor through the wiring harness.The control unit is in communication with the ECU-fuel injectorconnector through the wiring harness. The ECU connector is configured tobe in communication with an ECU of the electronically fuel injectedgasoline combustion engine. The fuel injector connector is configured tobe in communication with a fuel injector of the electronically fuelinjected gasoline combustion engine. The fuel ethanol sensor determinesan ethanol content of fuel of the electronically fuel injected gasolinecombustion engine. The control unit is in communication with pluralityof engine sensor connectors through the wiring harness. The plurality ofengine sensor connectors is in communication with at least one sensor ofthe electronically fuel injected gasoline combustion engine. The atleast one sensor is selected from the group consisting of intake airpressure sensor, mass airflow sensor, exhaust gas lambda sensor, cranksensor and combinations thereof. The control unit comprises amicrocontroller comprising at least one processor unit, at least onememory unit coupled to the at least one processor unit, and, computerreadable instructions embodied in the memory unit and executable by theprocessor unit, wherein execution of the instructions by the processorunit causes the control unit to perform a method of calculating an idealenrichment pulse duration, the method comprising receiving the ethanolcontent from the fuel ethanol sensor, receiving at least one sensorvalue from the at least one sensor, receiving an RPM value from the ECU,utilizing the ethanol content and an ethanol lookup table to determinean ethanol pulse correction, utilizing the at least one sensor value andthe RPM value to determine a fuel injection correction value from a MAPlookup table, applying the fuel injection correction value to theethanol pulse correction to determine an ideal enrichment pulsecorrection, applying the ideal enrichment pulse correction to an ECUpulse signal to calculate an ideal enrichment pulse duration, andapplying the ideal enrichment pulse duration to the fuel injector.

In another embodiment of the present invention, the device for modifyingan amount of fuel combusted for an electronically fuel injected gasolinecombustion engine may further comprise an engine temperature sensor.Upon starting the electronically fuel injected gasoline combustionengine, the method of calculating an ideal enrichment pulse duration mayfurther comprise receiving an engine temperature value from the enginetemperature sensor.

In yet another embodiment of the present invention, the control unit mayfurther comprise a remote connection processor and a remote connection.

In another embodiment of the present invention, the MAP lookup table ismodified with an enabled computing device. The enabled computing deviceis selected from the group consisting of tablet computers, laptopcomputers, personal computers and smart phones.

In yet another embodiment of the present invention, the remoteconnection is an antenna, and the MAP lookup table is modifiedwirelessly.

In another embodiment of the present invention, the remote connection isa wired connection port, and the MAP lookup table is modified with awired connection.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

The advantages and features of the present invention will be betterunderstood as the following description is read in conjunction with theaccompanying drawings, wherein:

FIG. 1 is an embodiment of the present invention.

FIG. 2 is an embodiment of the microcontroller of the present invention.

FIG. 3 is an embodiment of the present invention.

FIG. 4 is an embodiment of a MAP lookup table of the present invention.

FIG. 5 is an embodiment of the present invention.

FIG. 6 is an embodiment of an RPM/LOAD compensation log file of thepresent invention.

FIG. 7 is an embodiment of a screenshot of the present invention. Thefigure is divided into a left half and a right half.

FIG. 8 is an embodiment of a screenshot of the present invention.

FIG. 9 is an embodiment of a screenshot of the present invention.

FIG. 10 is an embodiment of an RPM/LOAD compensation log file of thepresent invention.

For clarity purposes, all reference numerals may not be included inevery figure.

DETAILED DESCRIPTION OF THE INVENTION

Gasoline powered internal combustion engines are designed to use regulargasoline with low ethanol content. The ethanol content in regulargasoline is very low (max. 10%) compared to ethanol fuels where majorityof the fuel content is ethanol. Using ethanol fuels in these engines ispossible if various characteristics of the fuel injection process can bealtered.

If ethanol fuel is desired to be used in a gasoline combustion enginethe amount of fuel combusted needs to be increased with a certain ratiothat's dependent on the ethanol content of the fuel. The amount of fuelcombusted can be changed by modifying the duration of the injectionpulses. The duration of the pulses needs to be increased if the ethanolcontent of the fuel is increased.

The present invention solves this by monitoring the ethanol content ofthe fuel and by changing the duration of each injector pulse separatelyby interfacing with the fuel injection ECU (Engine/Electronic ControlUnit). The present invention contains algorithms that use variables forchanging the injector pulses, and the values of those variables can beadjusted. To perform adjustments to the variables various data can beutilized, including for example, various sensor data from the engine.For example, the adjustments can be done with a personal computer orwith mobile devices by using wired or wireless connection. To performadjustments, dedicated software may be installed to the computer ormobile device.

The present invention is a device that enables modifying a fuel injectedgasoline combustion engines to function with ethanol based fuels, andalso enables tuning of the fuel injection with the possibility to changeits characteristics (or settings) with a computer or a mobile devicedepending on the ethanol content in the fuel (by utilizing, e.g., lookuptables). The operation of the present invention is in part based on theethanol sensor provided as part of the device. To optimize the deviceoperation the device can also benefit from other information, includingengine temperature and other engine sensor data sourced from theengine's own sensors, RPM, exhaust compositions, external temperature,humidity, velocity, acceleration, and various other data. Such data canfor example come from one or more intake air pressure sensor, mass airflow sensor, exhaust gas lambda sensor, crank sensor RPM data, weightsensors, and various other sensors, internal or external to the engine,and even remote sensors. The sensor list is not limiting, and is onlyprovided as an example, as numerous sensors are available today tomeasure, calculate, extrapolate, and/or record just about type of dataand the availability of sensors and their applicability will be known toa person with experience in the field of this invention.

As shown in FIGS. 1-3, an embodiment of the present invention is adevice 100 for modifying an amount of fuel combusted for anelectronically fuel injected gasoline combustion engine comprising acontrol unit 110, a wiring harness 120, a fuel ethanol sensor 130 and anECU-fuel injector connector 140 and one or more sensor connectors 150,which may be connected to engine, ECU, and/or other sensors. TheECU-fuel injector connector 140 comprises an ECU connector 142 and afuel injector connector 144. The control unit 110 is in communicationwith the fuel ethanol sensor 130 through the wiring harness 120. Thecontrol unit 110 is in communication with the ECU-fuel injectorconnector 140 through the wiring harness 120. The ECU connector 142 isconfigured to be in communication with ECU 160 of the electronicallyfuel injected combustion engine. The phrase “configured to be incommunication” here means that the ECU connector 142 may be connected tothe ECU 160 with the appropriate mated connector.

The fuel injector connector 144 is configured to be in communicationwith a fuel injector 180 of the electronically fuel injected gasolinecombustion engine. Similarly, the phrase “configured to be incommunication” here means that the fuel injector connector 144 may beconnected to the fuel injector 180 with the appropriate mated connector.

The fuel ethanol sensor 130 determines an ethanol content 190 of fuel(e.g., in a fuel line 200) of the electronically fuel injected gasolinecombustion engine. The control unit 110 is in communication withplurality of sensor connectors 150 through the wiring harness 120. Theplurality of sensor connectors 150 preferably is in communication withat least one sensor 210 of the electronically fuel injected gasolinecombustion engine. The at least one sensor 210 may be selected from thegroup consisting of intake air pressure sensor 210 a, mass airflowsensor 210 b, exhaust gas lambda sensor 210 c, crank sensor 210 d, andcombinations thereof. The sensor connectors 150 may also be connected toother sensors, for example, ambient temperature, humidity, weight,velocity, speed, acceleration, and multiple others.

As shown in FIGS. 2-4, the control unit 110 comprises a microcontroller112 that comprises at least one processor unit 112 a, at least onememory unit 112 b coupled to the at least one processor unit 112 a, andcomputer readable instructions embodied in the memory unit 112 b andexecutable by the processor unit 112 a, wherein execution of theinstructions by the processor unit causes the control unit 110 toperform a method of calculating an ideal enrichment pulse duration. Byideal enrichment pulse duration here it is meant a fuel injection pulseduration that alters the engine operation to achieve, for example,efficient engine operation, increased power, reduced emissions, andvarious other goals, as desired by a user.

A method of calculating according to the present invention comprisesreceiving data about ethanol content of the fuel (e %) from the fuelethanol sensor 1120, utilizing e % and an ethanol content fuel lookuptable (ENR(e %)) to determine an ethanol pulse correction (enr %), andoptionally receiving at least one sensor value from the at least onesensor 1122, optionally receiving an RPM value from the ECU 1124,utilizing the at least one sensor value and the RPM value to determine afuel injection correction value (map %) using MAP lookup table 230. Themethod of calculating further comprises applying the fuel injectioncorrection value (map %) to ethanol pulse correction (enr %) todetermine an ideal enrichment pulse correction (final %) 1126, applyingthe ideal enrichment pulse correction 1126 to the ECU Pulse Signalt(pulse) to calculate an ideal enrichment pulse duration 1128, andapplying the ideal enrichment pulse duration 1128 to the fuel injectors180. The pre-determined values in the fuel lookup table ENR(e %) allowthe engine to be used with different ethanol content fuels without theneed of sensor inputs or RPM values. Map lookup table 230 allows finetuning of the fuel mixture utilizing optional inputs from varioussensors and/or from the ECU.

Instead of, or in addition to, a MAP lookup table 230, the control unit110 can also be configured to calculate the ideal enrichment pulsecorrection 1126 based on algorithms implemented with computer readableinstructions stored in memory unit 112 b. As noted above, the amount offuel combusted can be changed by modifying the duration of the injectionpulses. For the engine to operate as desired (e.g., more efficiently,optimize fuel consumption, increase horsepower, etc.), the duration ofthe fuel injection pulses may be altered (e.g., increased or decreased)if the ethanol content of the fuel changes.

As illustrated in FIG. 3, the device 100 for modifying an amount of fuelcombusted for an electronically fuel injected gasoline combustion enginemay further comprise an engine temperature sensor 220. Upon starting theelectronically fuel injected gasoline combustion engine, the method ofcalculating an ideal enrichment pulse duration may further comprisereceiving an engine temperature value from the engine temperature sensor1130, utilizing the engine temperature sensor value and e % to determinea startup fuel correction (su %) and applying the startup fuelcorrection su % to ethanol pulse correction (enr %). The RPM value uponstarting the electronically fuel injected gasoline combustion engine iszero. After the engine is started, the device 100 for modifying anamount of fuel combusted for an electronically fuel injected gasolinecombustion engine may determine the RPM value after the first twoinjection pulses if the optional RPM value is desired to be used todetermine a fuel injection correction value (map %) during startup. TheRPM value may be calculated from the injection pulse interval. Usually,the injection pulse is given once every two engine cycles in each fuelinjector 180. Alternatively, the injection pulse is given once every oneengine cycle. The engine temperature sensor 220 preferably should belocated within approximately 10 cm (4 in) of a cylinder head of theengine.

As illustrated in FIG. 2, the control unit 110 may further comprise aremote connection processor 112 e and a remote connection antenna 112 f.As shown in FIG. 5, the MAP lookup table 230 may be modified with anenabled computing device 240. The enabled computing device 240 isselected from the group consisting of tablet computers 240 a (e.g.,Apple iPad, Microsoft Surface, Samsung Galaxy Note, and other mobiletablet computing devices), laptop computers 240 b, personal computers240 c and smart phones 240 d. The MAP lookup table 230 may be modifiedwirelessly through the use of the remote connection processor 112 e andthe remote connection antenna 112 f.

Alternatively, the MAP lookup table 230 may be modified by a wiredconnection between the device 100 for modifying an amount of fuelcombusted for an electronically fuel injected gasoline combustion engineand an optional wired connection port 112 d. The wired connection may beUSB, LAN or any other known wired connections.

The device 100 for modifying an amount of fuel combusted for anelectronically fuel injected gasoline combustion engine may be connectedto the at least one sensor 210 (intake air pressure sensor 210 a, massairflow sensor 210 b, exhaust gas lambda sensor 210 c, crank sensor 210d of the engine through the plurality of sensor connectors 150. Thedevice 100 may be connected to one or more, or all of these sensors.Even if all are connected, the device 100 may utilize data/sensorreadings from one or more, of all of these sensors. The fuel ethanolsensor 130 of the device 100 may be connected to the fuel line todetermine the ethanol content 190 of the fuel. As the ethanol content190 may change, the sensor continually reads the ethanol content 190.When device 100 is not deployed, the engine's ECU 160 is connected tothe fuel injector 180 with a fuel injector plug. The ECU calculates thepulse and timing of the fuel injection based on a fuel map for thatengine and sends that pulse and timing in the form of an ECU signal tothe fuel injector 180. To deploy device 100, the fuel injector plug isremoved from the fuel injector 180 and the ECU-fuel injector connector140 is utilized where the fuel injector plug is attached to the ECUconnector 142 of the device 100 and the fuel injector connector 144 isattached to the fuel injector 180. Deploying device 100 in this wayallows device 100 to adjust the ECU signal and with that the pulse andtiming of the fuel injection, effectively adjusting the fuel map of thatengine.

The device 100 may also include an engine temperature sensor 220 thatmay be utilized to determine the engine temperature when the enginestarts. This engine temperature value may be utilized to determine theideal enrichment pulse duration when starting the engine.

The device 100 may include numerous MAP lookup tables 230 and/or logfiles. FIG. 6 illustrates a representative, RPM/LOAD compensation logfile for one embodiment of the present invention. The left column,labeled “[Bar],” represents the engine intake manifold pressure which isread from the MAP (intake air pressure) sensor connected to the device100 through the engine sensor connector 150. The top row represents theRPM value which is calculated from the ECU injection pulse interval. Thecells represent fuel injection correction values (map %) used to modifythe ethanol pulse correction (enr %) to determine an ideal enrichmentpulse correction 1126, which is applied to ECU Pulse Signal t(pulse) tocalculate an ideal enrichment pulse duration 1128. In this example,“100” represents no change to the ethanol pulse correction (enr %), “95”represents −5% to the ethanol pulse correction (enr %) and “105”represents +5% to the ethanol pulse correction (enr %).

For example, if the engine intake manifold pressure is 1.0 bar and theRPM value is 3120, then the fuel correction adjustment value is 104,which means a +4% change to the ethanol pulse correction (enr %). Asnoted above, the MAP lookup table fuel injection correction values (map%) may be modified with an enabled computing device 240.

FIG. 7 is a representative screenshot illustrating various parameters(e.g., RPM, intake manifold pressure, oxygen sensor input, injectionduty cycle, fuel ethanol content, fuel temperature, fuel map, andothers) that may be monitored by the device 100. For readability, thefigure divides the screenshot between the left side (“FIG. 7 ”) and theright side (“FIG. 7 (cont.)”). The values of the parameters may beviewed on an enabled computing device 240. In this representativeexample of a screenshot, the RPM value is 3120, the engine intakemanifold pressure is 1.0 bar (“Analog in 1”), the exhaust oxygen sensorinput is 0.89 Lambda (“Analog in 2”), the injector duty cycle is 52%,the fuel ethanol content is 73%, the fuel temperature is +23 degreesCelsius, and the Fuel Map is 104 Correction % at 11.475 seconds. Asindicated in the lower right graph, measurements for the parameters maybe recorded by millisecond increments. The measurements for theparameters may be recorded while the engine is running with a powerdynamometer. The use of a power dynamometer allows the engine to be runand loaded, simulating driving conditions, while the vehicle isstationary. Based on the readings of the power dynamometer adjustmentsto the fuel injection correction values (map %) in a MAP lookup table230 may be made to achieve the desired engine operation (e.g., improveefficiently, optimize fuel consumption, increase horsepower, etc.).

When a power dynamometer is not available for making adjustments to thefuel injection, log files containing all the internal operatingparameters and sensor data may be created using a tuning device. The logfiles may be created while the vehicle is being driven. The log filesmay be analyzed, and the fuel injection may be adjusted according to thedata saved to the log files. The device 100 may contain memory forsaving the log files; alternatively, the data may be transmitted to thetuning device either with a wireless or wired connection.

The tuning device maybe part of computing device 240, a separatecomputing device, a dedicated device for logging and tuning of device100, or part of a vehicle computer. The tuning device is configured toreceive data from device 100 with wireless or wired connection, toorganize the data in log files and to save the log files. The tuningdevice and device 100 may be configured so that device 100 may receive alog file from the tuning device and save the log file in the memory ofdevice 100. Furthermore, the tuning device and device 100 may beconfigured so that the tuning device can receive a log file stored indevice 100. The configurations that enable data transfer between thetuning device and device 100 may be wired or wireless and can follow anyknown data connection standard or protocol.

The tuning device may contain data collection modules that receive datafrom device 100, or determine data from the tuning devices sensors(e.g., GPS-location, acceleration, speed, altitude, heading, userlogged-in, and various other information commonly available on mobile ornon-mobile computing devices). The data collection modules of the tuningdevice described above may be software instructions, hardware elementsor combination of both and may be commonly available modules (e.g.,wireless transceivers, microprocessor clocks, gyros, pressure sensors,compasses, RFID devices, GPS sensors, mapping software, applications forGPS-positioning, altitude measurement, speed calculation, and numerousothers that can be found in computing devices), or can also be customcreated for incorporation in a tuning device consistent with thisinvention. The tuning device further may contain logging modules thatorganize the data received from device 100 and/or the data determinedfrom the tuning device into one or more log files and store the logfiles on the tuning device memory and/or transmit it to device 100 forstoring. The logging modules of the tuning device may be based onsoftware instructions, hardware devices, or combination of software andhardware.

A log file may contain values for various engine parameters recorded atdifferent times. A log file may visually be represented as follows:

TABLE 1 Time Stamp Data 0 Data 1 Data 2 Data 3 . . . Data N Time 0 valuevalue value value value Time 1 value value value value value Time 2value value value value value Time 3 value value value value value . . .

The left most column of the above diagram contains the time stamps whenthe values for the various parameters were recorded. The top row in theabove log diagram indicates the different parameters being logged (e.g.,Data 0, Data 1, etc.), may, for example be speed, RPM, Injector dutycycle, Ethanol content, Engine temperature, Fuel temperature, fuelinjection correction value (map %), and numerous others, or any otherdata available from the internal or external sensors. Other parametersand data may be obtained from the tuning device and saved in the logfile, including, for example, GPS-position, acceleration, altitude,username, and any other information available from the tuning device.The “value” represents the value of the particular parameter recorded atthe indicated time. The log files may be saved as a “CSV” (e.g., comma-,tab-, space- or other delimiter-separated values) files in plain text toallow that the log be used with text editors, spreadsheet and graphingtools, databases, and other software tools. Alternatively, the log filesmay be stored in encrypted formats for enhanced data security or inlow-level machine or proprietary formats for increased memory read/writeaccess efficiency. The above examples are not meant to be limiting, andthe log can be saved in any file format.

The tuning device may contain logic that allows a user to control thetype of data to be recorded in the log file (what are Data 0, Data 1,Data 2, Data 3, etc., in Table 1), the frequency of logging (the timeelapsed between Time 0, Time 1, Time 3, etc., in Table 1), the format ofthe data values (e.g., metric, imperial, raw data, voltage, text, ASCII,etc.), and any other number of configurations that may be desirable orhelpful to tune device 100.

The tuning device may further contain display modules that allow the logfile to be visually displayed on a display (e.g., computer, tablet,phone or vehicle monitor) connected to the tuning device. The displaymaybe a display of computing device 240, a display of a dedicated tuningdevice, a vehicle display, or an external display connected to thetuning device using well known image or video transmission techniques.The display modules may comprise display logic allowing simple tabularvisualization of the log file, similar to Table 1, or may comprise logicthat allows visualization of the log file data in graphical form inmultiple coordinates or dimensions (e.g., x-y, x-y-z, 2D, 3D, etc.),formats (e.g., pie charts, line graphs, bar graphs, etc.), or colors.

FIG. 8 illustrates a representative screenshot of the data from a logfile in graphic form. In this example, the log file recorded data inmilliseconds, and at 8.300 seconds, the RPM is 2000, “Analog in 1” is144 g/s, “Analog in 2” is 1.03 Lambda, the Injector duty cycle is 17%,and the Fuel map is 100% Correction. A user may choose a specific timeto view the values at the specific time with the controls at the bottomof the figure.

FIG. 9 illustrates a representative screenshot of the data from a logfile in graphic form. In this example, the graph presents threedifferent channels (RPM (x-axis), Analog in 1 (y-axis, MAF sensor data)and Analog in 2 (z-axis, exhaust gas lambda sensor data)) in acoordinated system. A user may analyze the air-fuel mixture of theengine in relation to the engine's workload. The user may choose aspecific time to view the values of the air-fuel mixture at the specifictime using the graph controls at the bottom of FIG. 9 (e.g., to pan orzoom in or out or to take a readout at an exact point in time). If theuser determines that the logged air-fuel ratio of the mixture should bechanged, the user, with or without using algorithms that may be externalto the tuning device, or installed in the tuning device, can determineor calculate a new fuel injection correction value (map %) to adjust thefuel map using the RPM and load values from the log file. Similarly, ifthe user wishes to change the value of other parameters recorded in thelog file, based on the log file data the user can determine or calculatenew fuel injection correction values (map %) to engine performance tochange the desired parameter's value. Using computing device 240 theuser can update MAP lookup table 230 in device 100 with the new fuelinjection correction value (map %). The user can determine the fuelinjection correction value (map %) to be entered into the MAP lookuptable 230 by adjusting the fuel injection correction value (map %) inthe direction of desired or expected engine performance change,performing another test or creating a new log with the new fuelinjection correction values (map %), analyzing the resulting values ofother parameters from the new test or in the new log, and re-adjustingthe fuel injection correction values (map %). The process can berepeated as many times as the user wishes to achieve the desired result.Also, through testing and/or recording and analyzing multiple log filescreated under varying conditions and with varying parameters values,and/or based on scientific principles, algorithms may be created thatcan be used to calculate the values to be entered in MAP lookup table230 based on the desired performance.

The values for the fuel injection correction values (map %) in a MAPlookup table 230 of the device 100 may be changed using log filesconsistent with the present invention to achieve desired engineoperation. FIG. 10, which is similar to FIG. 6, shows representativedata from a representative RPM/Load compensation log file. In thefigure, the x-axis presents the engine RPM, the y-axis presents thevalue of the MAF sensor, and the cells represent the amount of fuelinjected to the engine measured in percent from the original value. Forexample, at 4480 RPM and 285 g/s, the adjusted fuel injected is 86% ofthe original amount of injected fuel. Although the description andfigures refer to RPM/Load compensation log files, the present inventionmay utilize log files with other parameters.

An embodiment of the present invention is a non-transitory computerreadable medium having computer readable instructions embodied therein,the computer readable instructions being configured to implement amethod of calculating an ideal pulse duration when executed.“Non-transitory computer readable medium” may not include a transitorysignal.

While the invention has been described with reference to exemplaryembodiments, it will be understood by those skilled in the art thatvarious changes, omissions, and/or additions may be made and equivalentsmay be substituted for elements thereof without departing from thespirit and scope of the invention. In addition, many modifications maybe made to adapt a particular situation or material to the teachings ofthe invention without departing from the scope thereof. Therefore, it isintended that the invention is not limited to the particular embodimentsdisclosed as the best mode contemplated for carrying out this invention,but that the invention will include all embodiments falling within thescope of the appended claims. Moreover, unless specifically stated anyuse of the terms first, second, etc. do not denote any order orimportance, but rather the terms first, second, etc. are used todistinguish one element from another.

1. A device connected in-line between an Engine Control Unit (“ECU”) andfuel injectors of an electronically fuel injected gasoline combustionengine for adjusting operational characteristics of the electronicallyfuel injected gasoline combustion engine by modifying an amount of fuelcombusted for the electronically fuel injected gasoline combustionengine, the device comprising: a control unit; a wiring harness; a fuelethanol sensor; an ECU-fuel injector connector, wherein the ECU-fuelinjector connector comprises: an ECU connector; and, a fuel injectorconnector; and, a plurality of engine sensor connectors; wherein thecontrol unit is in communication with the fuel ethanol sensor throughthe wiring harness; wherein the control unit is in communication withthe ECU-fuel injector connector through the wiring harness; wherein theECU connector is configured to be in communication with the ECU of theelectronically fuel injected gasoline combustion engine; wherein thefuel injector connector is configured to be in communication with a fuelinjector of the electronically fuel injected gasoline combustion engine;wherein the fuel ethanol sensor determines an ethanol content of fuel ofthe electronically fuel injected gasoline combustion engine; wherein theethanol content is a value representing a proportion of ethanol in thefuel; wherein the control unit is in communication with plurality ofengine sensor connectors through the wiring harness; wherein theplurality of engine sensor connectors is in communication with at leastone sensor of the electronically fuel injected gasoline combustionengine; wherein the at least one sensor is selected from the groupconsisting of intake air pressure sensor, mass airflow sensor, exhaustgas lambda sensor, crank sensor and combinations thereof; and, whereinthe control unit comprises: a microcontroller comprising: at least oneprocessor unit; at least one memory unit coupled to the at least oneprocessor unit; and, computer readable instructions embodied in thememory unit and executable by the processor unit stored executableinstructions to cause the control unit to: receive the ethanol contentfrom the fuel ethanol sensor; receive at least one sensor value from theat least one sensor; obtain an RPM value for the internal combustionengine; utilize the ethanol content and an ethanol lookup table todetermine an ethanol pulse correction; utilize the at least one sensorvalue and the RPM value to determine a fuel injection correction valuefrom a MAP lookup table; apply the fuel injection correction value tothe ethanol pulse correction to determine an ideal enrichment pulsecorrection; apply the ideal enrichment pulse correction to an ECU pulsesignal to calculate an ideal enrichment pulse duration; and, apply theideal enrichment pulse duration to the fuel injector.
 2. The device ofclaim 1 further comprising: an engine temperature sensor; wherein uponstarting the electronically fuel injected gasoline combustion engine,the computer readable instructions embodied in the memory unit andexecutable by the processor unit stored executable instructions furtherto cause the control unit to: receive an engine temperature value fromthe engine temperature sensor.
 3. The device of claim 1, wherein thecontrol unit further comprises: a remote connection processor; and, aremote connection.
 4. The device of claim 3, wherein the MAP lookuptable is modified with an enabled computing device; wherein the enabledcomputing device is selected from the group consisting of tabletcomputers, laptop computers, personal computers and smart phones.
 5. Thedevice for modifying an amount of fuel combusted for an electronicallyfuel injected gasoline combustion engine of claim 4, wherein the remoteconnection is an antenna, and the MAP lookup table is modifiedwirelessly.
 6. The device of claim 3, wherein the remote connection is awired connection port, and the MAP lookup table is modified with a wiredconnection.
 7. A device connected in-line between an Engine Control Unit(“ECU”) and fuel injectors of an electronically fuel injected gasolinecombustion engine for adjusting operational characteristics of theelectronically fuel injected gasoline combustion engine by modifying anamount of fuel combusted for the electronically fuel injected gasolinecombustion engine, the device comprising: a control unit; a wiringharness; an ECU-fuel injector connector, wherein the ECU-fuel injectorconnector comprises: an ECU connector; and, a fuel injector connector;and, a plurality of sensor connectors; wherein the control unit isconfigured to be in communication with a fuel ethanol sensor; whereinthe control unit is in communication with the ECU-fuel injectorconnector through the wiring harness; wherein the ECU connector isconfigured to be in communication with the ECU of the electronicallyfuel injected gasoline combustion engine; wherein the fuel injectorconnector is configured to be in communication with a fuel injector ofthe electronically fuel injected gasoline combustion engine; wherein thecontrol unit is in communication with the plurality of sensor connectorsthrough the wiring harness; wherein the plurality of sensor connectorsis in communication with at least one sensor of the electronically fuelinjected gasoline combustion engine; wherein the at least one sensor isselected from the group consisting of intake air pressure sensor, massairflow sensor, exhaust gas lambda sensor, crank sensor, temperaturesensor and combinations thereof; and, wherein the control unitcomprises: a microcontroller comprising: at least one processor unit; atleast one memory unit coupled to the at least one processor unit; and,computer readable instructions embodied in the memory unit andexecutable by the processor unit stored executable instructions to causethe control unit to: receive an ethanol content of fuel of theelectronically fuel injected gasoline combustion engine from the fuelethanol sensor, wherein the ethanol content is a value representing aproportion of ethanol in the fuel; receive at least one sensor valuefrom the at least one sensor; obtain an RPM value for the internalcombustion engine; utilize the ethanol content and an ethanol lookuptable to determine an ethanol pulse correction; utilize the at least onesensor value and the RPM value to determine a fuel injection correctionvalue from a MAP lookup table; utilize the fuel injection correctionvalue to the ethanol pulse correction to determine an ideal enrichmentpulse correction; apply the ideal enrichment pulse correction to an ECUpulse signal to calculate an ideal enrichment pulse duration; and, applythe ideal enrichment pulse duration to the fuel injector.
 8. The deviceof claim 7 further comprising: an engine temperature sensor; whereinupon starting the electronically fuel injected gasoline combustionengine, the computer readable instructions embodied in the memory unitand executable by the processor unit stored executable instructionsfurther to cause the control unit to: receive an engine temperaturevalue from the engine temperature sensor.
 9. The device of claim 7,wherein the control unit comprises: a remote connection processor; and,a remote connection.
 10. The device of claim 9, wherein the MAP lookuptable is modified with an enabled computing device; wherein the enabledcomputing device is selected from the group consisting of tabletcomputers, laptop computers, personal computers and smart phones. 11.The device of claim 10, wherein the remote connection is an antenna, andthe MAP lookup table is modified wirelessly.
 12. The device claim 9,wherein the remote connection is a wired connection port, and the MAPlookup table is modified with a wired connection.
 13. The device ofclaim 1, wherein the ECU obtains the RPM value from the electronicallyfuel injected gasoline combustion engine; and, wherein the control unitobtains the RPM value from the ECU.
 14. The device of claim 1, whereinthe computer readable instructions embodied in the memory unit andexecutable by the processor unit stored executable instructions furtherto: receive a plurality of ECU pulse signals from the ECU; wherein theRPM value is calculated from an interval between two or more ECU pulsesignals from the plurality of ECU pulse signals.
 15. A device connectedin-line between an Engine Control Unit (“ECU”) and fuel injectors of anelectronically fuel injected gasoline combustion engine for adjustingoperational characteristics of the electronically fuel injected gasolinecombustion engine by modifying an amount of fuel combusted for theelectronically fuel injected gasoline combustion engine, the devicecomprising: a control unit; a wiring harness; an ECU-fuel injectorconnector, wherein the ECU-fuel injector connector comprises: an ECUconnector; and, a fuel injector connector; and, a plurality of sensorconnectors; wherein the control unit is configured to be incommunication with a fuel ethanol sensor; wherein the control unit is incommunication with the ECU-fuel injector connector through the wiringharness; wherein the ECU connector is configured to be in communicationwith the ECU of the electronically fuel injected gasoline combustionengine; wherein the fuel injector connector is configured to be incommunication with a fuel injector of the electronically fuel injectedgasoline combustion engine; wherein the ECU-fuel injector connector isconfigured to allow the fuel injector to receive from the ECU a ECUpulse signal having a pulse width; wherein the control unit is incommunication with the plurality of sensor connectors through the wiringharness; wherein the plurality of sensor connectors is in communicationwith at least one sensor of the electronically fuel injected gasolinecombustion engine; wherein the at least one sensor is selected from thegroup consisting of intake air pressure sensor, mass airflow sensor,exhaust gas lambda sensor, crank sensor, temperature sensor andcombinations thereof; and, wherein the control unit comprises: amicrocontroller comprising: at least one processor unit; at least onememory unit coupled to the at least one processor unit; and, computerreadable instructions embodied in the memory unit and executable by theprocessor unit stored executable instructions to cause the control unitto: receive an ethanol content of fuel of the electronically fuelinjected gasoline combustion engine from the fuel ethanol sensor,wherein the ethanol content is a value representing a proportion ofethanol in the fuel; receive at least one sensor value from the at leastone sensor; receive a plurality of ECU pulse signals from the ECU;calculate an RPM value for the internal combustion engine from aninterval between two or more ECU pulse signals from the plurality of ECUpulse signals; utilize the ethanol content and an ethanol lookup tableto determine an ethanol pulse correction; utilize the at least onesensor value and the RPM value to determine a fuel injection correctionvalue from a MAP lookup table; and, apply the ideal enrichment pulsecorrection to the fuel injector after the end of the pulse width of theECU pulse signal.
 16. The device of claim 15 further comprising: anengine temperature sensor; wherein upon starting the electronically fuelinjected gasoline combustion engine, the computer readable instructionsembodied in the memory unit and executable by the processor unit storedexecutable instructions further to cause the control unit to: receive anengine temperature value from the engine temperature sensor.
 17. Thedevice of claim 15, wherein the control unit further comprises: a remoteconnection processor; and, a remote connection; wherein the MAP lookuptable is modified with an enabled computing device; and wherein theenabled computing device is selected from the group consisting of tabletcomputers, laptop computers, personal computers and smart phones. 18.The device of claim 17, wherein the remote connection is an antenna, andthe MAP lookup table is modified wirelessly.
 19. The device of claim 17,wherein the remote connection is a wired connection port, and the MAPlookup table is modified with a wired connection.
 20. The device ofclaim 15, wherein the ideal enrichment pulse correction is applied tothe fuel injector within 5 milliseconds after the end of the pulse widthof the ECU pulse signal.